Engine.



F. HENNBBI J HLE.

ENGINE.

APPLIOATION FILED MAY 5, 1906.

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PATENTBD JUNE 25, 190?.

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P. HBNNEBGHLB.

ENGINE.

APPLICATION 111.31) MAY a, 1906.

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PATENTED JUNE 25 1907.

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APPLICATION FILED MAY 6, 1906.

WITIV ESSES:

Frank bermeb kle ATTOR/VEKS- UNITED STATES PATENT OFFICE.

FRANK HENNEBOHLE, OF SOUTH CHICAGO, ILLINOIS.

ENGINE.

Specification of Letters Patent.

Patented June 25, 19 07;

Application filed May 5, 1906. Serial NO- 315,367.-

To all whom, it may concern.-

Be it known that I, FRANK IIENNEBOHLE, residing in South Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Steam- Engines, of which the following is a specification.

My invention, which relates to improvements generally in steam and other like motion power engines, and which is more especially applicable for locomotives, embodies generally an improved arrangement of mechanism including a special arrangement of working cylinders, each having two pistons working therein and movable in opposite directions, a means for feeding and exhausting, and means for sustaining the working parts on the body of the engine or vehicle to bedriven, whereby the operating parts will be perfectly balanced; the knocking or jarring as well as the torsional or like strain usually found in the ordinary types of engines is practically entirely overcome and friction of the working parts reduced to the minimum.

My. invention also seeks to provide an improved construction of power mechanism adapted for use in locomotive or marine engines, capable of economical construction and ready adaptation for the purposes desired and from which a maximum amount ofpower is obtained at a minimum expense of fuel.

In its more complete nature, my invention comprehends a pair of working cylinders, a duplex valve chest, and valve controlling means combined therewith, means for sustaining the same midway or centrally of the engine or motor truck in such manner that the action of the two cylinders is uniform and capable of being readily transmitted to a sin-- gle drive shaft having the cranks so disposed thereon, that the impelling force is a con- .tinuous one and not of an intermittent character such as is common 1n the usual construction of duplex or quadruplex engines.

In its still more subordinate features, my

inventionconsists in certain details of construction and peculiar combination of parts, all of which will be hereinafter fully explained, pointed out in the appended claims .and illustrated in the accompanying drawings, in which Figure 1, is a diagrammatic side elevation ,of a locomotive engine with my improvements applied, the cylinder containing the duplex and oppositely movable pistons being in section. Fig. 2, is a horizontal section thereof taken practically on the line 2-2 on Fig. 1, parts being in plan view. Fig. 3, is a In the drawings, I have illustrated in 1a Fig.

general way, the application of my invention, ,7,

it being understood that in the practical application, the twin cylinders, or a single duplex acting cylinder, may be located and combined with the feed controlling means in such manner as the conditions of the engine or motor vehicle may require.

In the simplest and preferred arrangement thereof, when applied for locomotive engine work, the twin cylinders AA are located in the longitudinal plane of the engine truck or carriage, in parallelism, and joined by a single casing B located in the horizontal plane of the cylinders, and forming, as it were, a component part of the cylinder casings, the several parts referred to being braced or otherwise sustained in the position stated.

As both cylinders A and A and their pistons are constructed and operate alike, ex cept that the pistons in the cylinder A are coupled to oppositely disposed cranks aa on the driven shaft 0, disposed at right an gles or ninety degrees to the oppositely disposed cranks aa, a description of one cylinder, one set of cranks and one shifting valve mechanism, will suffice for both.

The cylinder A which is of suitable and diameter midway its length,.has;a port 1 that communicates with the adjacent steam chest 2, which is common to both cylinders A and A but has two ordinary D valves 33 working therein, one of which 3 controls the steam to and from the cylinder A whereas the other 3 likewise controls the steam to and from the cylinder A and each of length :5 I

the valves 3 and 3 has a stem 30, 30 that 7,,

connect with the eccentrics 4-4 mounted on the crank shaft as clearly shown in the draw- 1H0.

Adj acent the port 1, which forms one of the inlets, is another but larger port 2 which forms the exhaust for that part of the cylinder between the opposing piston heads and 5 and 5 designate a pair of feed ports that communicate with the cylinder A at the opposite ends thereof and each connects with the steam chest by the long ports 50 and 50 that communicate with a short port 51 that communicates with the steam chest, as shown.

P and P designate the two pistons, the one P having its rod p passed through a packing in the other piston P, passed through the gland 6 in the front end of the cylinder and connected to the cross head 7, to which the connecting rod 8 joins and which is pivotally connected to a central crank 9 on the driven or crank shaft which has a pair of cranks 9 9 one to each side of the central crank 9 which projects in diametrically opposite directions to crank 9 and to which connect a pair of rods 1010 that join with the cross heads 1111 to each of which connects a piston rod pp which rods pass through the stufling boxes 1212 in the cylinder head and join with the piston P as best shown in Figs. 3 and 6, by reference to which it will be seen the piston P is formed of two disk members having central annular recesses to receive the packing members 13 and peripheral recesses 14 to receive the packing 15, and the said disk members are securely joined by the jam nuts 16 that engage the threaded ends p of the rod 1).

By reason of joining the pistons P and P to the crank shaft in the manner stated, it is apparent that the said pistons are caused to travel to and from each other, it being also understood that the movements of the pistons in the other cylinder A, are alternate to those of the pistons in cylinder A.

When applied to a locomotive engine the crank shaft carries at each end the main driver wheels Wl/V and the several drivers, the two in front of the cylinders and the two back of the said cylinders are coupled by the link rods, as shown.

The two cylinders in the preferred construction are disposed centrally of the engine truck or. frame and form a part, as it were, of the single valve casing in which the two D valves operate, and these valves designated 3 and 3 are so disposed that as one is shifted to exhaust from the center of one cylinder and feed the opposite ends of such cylinder, the other exhausts from the ends of the other cylinder and feeds into the center thereof, thus providing a positive, uniform and continued impelled force on the crank or driven shaft, thus overcoming all sudden jerks, hammering and torsional strains on the said shaft and thereby render the driving action smooth and under the maximum capacity of the two cylinders, and minimum waste of power, such result being also in a large measure attained by reason of the manner of locating the driving power, which provides for a perfect equilibrium or balance thereof.

Under the general scope of my invention, the same is also readily applicable for marine and stationary engines, providing, as it were, a duplex engine and when thus utilized the several parts have the general arrangement shown in Fig. 5 which shows a single cylinder whose two oppositely movable pistons connect with the triple crank shaft suitably mounted in a base 20 from which the stand ard or frame 21 rises that supports the cylinder and the cross heads and in this frame is a single valve casing having a single D valve for controlling the inletand exhaust ports actuated from the eccentric on the crank shaft, as shown.

The same action of the motive power embodying the general features of my invention may be obtained by placing one cylinder at each side of the engine as diagrammatically illustrated in Fig. 6, which shows the two pistons arranged with their rods projected in opposite directions, centrally through the opposite heads of the cylinder, with each rod connected to a cross head, one of which 40 connects through the link lever 41 with a single crank on the rear driver V and the other cross head 42 connected through the link arm 43 with the single crank on driver N disposed diametrically opposite to the crank on driver but in this form the balance of the power mechanism is not as fully or perfectly attained as is resultant in the preferred construction and arrangement of parts hereinbefore described.

From the foregoing taken in connection with the accompanying drawings, the complete construction, the manner of operation and the advantages of my invention will be readily apparent and need not be further set out in detail.

Having thus described my invention, What I claim and desire to secure by Letters Patent, is

1. In a locomotive engine; the combination with the bed or truck frame, of a pair of working cylinders arranged in parallel and located midway of and in the longitudinal plane of the truck frame, a steam chest located between and connecting the two cylinders and having communication with the two cylinders at points midway and at the opposite ends thereof, a driving shaft having two sets of oppositely projected crank members, a pair of pistons working in each cylinder, one of said pistons having a pair of piston rods that connect With a pair of like projected cranks of one set of cranks on the driven shaft, the other piston having its rod projected through the first named piston and connected with the other or oppositely projected crank of the set of cranks in the driven shaft, and means for controlling the steam intakes and exhausts for the two cylinders alternately, as set forth.

2. In an engine, the combination with the bed or truck frame; of a single casting located midway of and in the longitudinal plane of the tuck frame, said casting being formed with a single steam chest and a working cylinder at each side of the said chest, end closures for the cylinders, the said cylinders being arranged in parallel, the said steam chest having communication with the cylinders midway and at the opposite ends thereof, a driving shaft having two sets of oppositely projected crank members, a pair of piston rods that connect with a pair of like projected cranks of one set of cranks on the driven shaft, the other piston having its rod projected through the first named piston and connected with the other or oppositely projected cranks of the set of cranks on the drive shaft, and a pair of slide valves alter nately operable in the steam chest for controlling the steam intakes and exhausts for the cylinders, said valves being actuated by the driven shaft.

3. As an improvement in locomotive engines, the combination with the truck frame; of a single casting pendently supported therefrom midway and in the longitudinal plane thereof, the said casting having formed thereon a pair of parallelly disposed working cylinders and a steam chest between and connecting the said cylinders, end closure members for the cylinders, the said steam chest having ports that connect with the two cylinders, said ports being located midway and at opposite ends of the said cylinders and in horizontal alinement with the driving shaft, a pair of pistons that work in each cylinder, a driving shaft having a plurality of cranks, means that connect the said pistons with the cranks on the driving shaft in such manner whereby to impart reverse alternate 'movements to the cranks, a pair of alternately and oppositely movable valves within the steam chest for controlling the steam ports in the cylinders and eccentrics on the shaft for actuating thevalves, all being arranged substantially as shown and described.

FRANK HENNEBOHLE.

Witnesses:

FRED G. DIETERIOH, JOHN L. FLETCHER. 

